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TT - Sept 09 PDF
TT - Sept 09 PDF
TT - Sept 09 PDF
Steering Geometry
The first in a series of articles to assist technicians in the
diagnosis and rectification of steering alignment faults.
Faulty steering geometry can at best lead to increased tyre
wear and at worst dangerous handling. The diagnosis of
steering geometry faults is an important skill for any vehicle
technician, along with a basic understanding of geometry
angles and how to check them. This first article looks at
basic geometrical principles.
Ackerman Steering
When a vehicle travels round a bend, the inside wheel must follow a
tighter curve than the outside wheel. To achieve this, the geometry
of the steering must be arranged to turn the inside wheel through
a larger angle than the outside wheel. The Ackerman steering
geometry provides a simple solution to this problem. Shown is a
representation of true Ackerman.
20
22.5
Direction of travel
Direction of travel
Steered Angle
Steered Angle
Cornering Force
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Camber Angle
The camber angle is the inward or outward lean of the wheel relative
to the vertical reference. Originally, the camber angle was used in
a similar way to the steering axis inclination. Shown are the three
possible options for camber. As you can see the positive camber
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Castor Angle
The castor angle is the
rearward lean of the steering
axis relative to the vertical
reference. The main purpose
of the castor angle is to
create a self-centring effect
in the steering. Tilting the
steering axis in this way
means that the driving force
acts at the point where the
castor angle intersects the road. The resistance between the tyre and
the road creates an opposite force that acts along the axis of the tyre.
The effect is to generate side force, pushing the tyre back in line with
the driving force. The further away from the straight ahead position
the greater the side force.
The difference between
the vertical reference and the
point at which the castor angle
intersects the road is called
the castor trail. The larger
the castor trail the greater the
self centring effect. Increasing
the castor angle will increase
the weight of the steering.
Generally, larger castor angles
are used on higher performance
vehicles to maximize stability at speed. The trade-off for increasing
the castor angle is increased steering effort and tyre wear.
Toe Angle
The toe describes the angle of each wheel relative to the centre line
of the vehicle when viewed from above. The ideal toe angle should
ensure that the front and rear wheels are parallel as the vehicle is
driving along the road. To achieve this, the static toe angle will have
to be set to accommodate the movement in suspension linkages and
steering joints. The toe angle can be described as an angle or in terms
of the difference measured between the front and the rear of the
wheels on an axle. Measuring the toe would appear to be quite simple
and if you measure the toe angle it is. However, if the toe valve is
specified in mm, the method of measurement must also be specified.
There are three
methods used
for measuring
the toe in mm.
If you use a
different method
of measurement
to adjust the toe
to that used by
the manufacturer
then the toe on
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Thrust Angle
Most vehicles nowadays have independent rear suspension. This
allows the manufacturer to arrange the rear wheels with an amount
of toe and camber. These angles affect the alignment and handling
of the vehicle in the same way as the front wheels. If the rear toe is
misaligned, then they will try to steer the vehicle. The relationship
between the rear toe and the centre of body is called the thrust axis.
Any thrust from the rear is compensated for by the front wheels
turning to try to achieve the
lowest rolling resistance.The
steering wheel will now be out
of alignment and the vehicle will
crab.
As you can see, there are
many variables to consider and,
depending on the design of the
steering and suspension, varying
degrees of compromise have to
take place. This is accommodated
by the compliance of the flexible
bushes used in the steering and
suspension mechanism and of
course the tyre itself.
Only when the basic principles
of steering geometry are understood can a technician undertake
diagnosis and rectification. The next article will look at how these
angles are measured and adjusted.
These articles are contributed by ProAuto, an automotive
technical training company based in Shrewsbury, Shropshire.
The company runs courses from venues nationally, so a course
is never too far away. For further details, visit
www.proautotraining.com or email info@proautotraining.com
or telephone 01743 762050.
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